When the commissioner left the cockpit, the conversation changed tone and matter as they discussed a controversial situation about their relationship. Even though these personal issues surrounding the pilots had a very significant influence on the accident, the legal investigation performed in the following years centered on proving that the pilots were not entirely to blame, but that the lack of controls by the Air Force and LAPA's organizational culture also played a role in the events leading to the crash. On 23 July 2005, one of the accused, Enrique Dutra, was found dead in a car parked in his garage, in the Cordoban neighborhood of Villa Carlos Paz. Roughly eight months later, on 15 July 2002, the second session of the Federal Court of Appeals confirmed the accusations of Deutsch, Boyd, and Chionetti, as well as revoking the accusation against Nora Arzeno. With regard to the two pilots, the JIAAC report said that "the records of their flight and simulator training showed repeated negative flying characteristics, and if they had been able to move away from these characteristics in the face of difficulties, their poor attitude manifested itself once again in relaxed attitudes such as that seen in the cockpit of flight 3142". This team consisted of an NTSB representative and technicians from Boeing, Pratt & Whitney, and the US Federal Aviation Administration (FAA). The thrust reversers—which are located behind the engine and direct the exhaust forward to slow the aircraft down quickly after landing (see image)—were found seriously damaged, but the hydraulic mechanism of the left engine was set for reverse thrust, while the right one was set for forward thrust. Both pilots controlled the flight plan. Without interrupting the conversation and as part of it, the reading of the Procedures Control List (PCL) for the aircraft started, mixed with the personal issues that worried them and that led them to misread the procedure checklist. In early November 2000, the second session of the Federal Court of Appeal annulled the confiscation of 60 million pesos that the judge had ordered against the LAPA officials. A special investigation was carried out to establish what had happened with the flaps. A little less than one month afterward, on 22 June 2000, Gustavo Deutsch—president of LAPA—appeared for his declaration and responded to over 100 questions from the judge and attorneys general. It was important for the investigation to establish the position of the mechanical activators on the flaps, since the fact that they weren't activated was a fundamental cause of the accident. The right side of the fuselage showed an opening, through which a few passengers escaped. On 17 October, federal officials requested a renewed accusation against Dutra, Petersen, Lentino, and Arzeno, whose charges the Federal Court had revoked. ", He added that Deutsch and Boyd "did not have the authority of selection, instruction, and control of the pilots and crew members" and Chionetti "adduced that he had gained the relevant authority mere months before the incident.". Before entering the cockpit, he threw the flight technical record to the floor, showing annoyance, confirming that attitude by later shutting off the fuel transfer faucet between the main tank and the wing tanks, a job that was being performed at that precise moment by the assistant flight mechanic. "No doubt remains that, now that this phase of the investigation has come, it is an opportune moment to pose questions during the discussions of the jury trial phase," the statement underscored. The captain said, after a reproach from the co-pilot, that he was "going through bad times", to which the copilot replied that he was also having a bad day. Even so, Deutsch was the only LAPA official who responded to the questions, as the others elected not to respond. Almost 20 years later, on 1 February 1990, the plane was sold to the French airline TAT European Airlines, and registered in France as F-GGPB. The first officer went to the aircraft and the captain followed him shortly after. Additionally, it revoked the dismissal of Arzeno and charged him with negligence. For the Congressmen, there was a "clear relationship" between the courses that Pilot Weigel had not completed, and "the violations that occurred in the cockpit" on that fateful day, a fact that was not caught by the managers who controlled the process. The following day, Clarín revealed that federal officials "in a 40-page letter, presented to federal Judge Sergio Torres, stated that at the time of the LAPA accident, they did not have a revised and approved Operations Manual provided by the Command of Aerial Regions" and that "this document was required and should have regulated the organizational and administrative structure of the airline, the minimum equipment that a plane should have, and even the procedures to be followed in the case of an accident. The co-pilot had flown 560 of his 4,085 hours in the 737. Nevertheless, the complaining part appealed the decision, and the case will be taken to the high court, which will decide on the matter. Regarding this report, the newspaper La Nación said the next day: Even so, according to judicial sources, the dossier is still one more expert's report, and Judge Gustavo Literas, who is investigating the case, asked the Air Force to send him the files that prompted the report's conclusions. LAPA Flight 3142 was a scheduled Buenos Aires–Córdoba flight operated by the Argentine airline Líneas Aéreas Privadas Argentinas. Charged with estrago culposo were Gustavo Deutsch (ex-president of LAPA), Ronaldo Boyd (Director General of LAPA), Fabián Chionetti, and Valerio Diehl (Operations Managers of LAPA), Gabriel Borsani (head of the B-737 Line at LAPA) and Nora Arzeno (Human Resources Manager of LAPA). The court secretary, Pablo Bertussi, said, "When the accident happened, we took only the files of the pilots of that flight. According to the dispatcher, the captain looked very well and as energetic as usual and the first officer looked well. The latter could be activated by any one of a long list of possible faults resulting in the destruction of the aircraft. The analysis led investigators to believe that the aircraft, its components and its engines complied with the requirements set out in the maintenance plan and the approved operational specifications of the Dirección Nacional de Aeronavegabilidad (National Board of Aeronavigation). His colleagues will decide if they accept his resignation.[27]. The judge also accepted Nora Nouche, the copilot's partner, as a plaintiff and recognized her as another victim rather than one of the responsible persons. From this point the investigation centered on the theory that, in addition to pilot error, the ultimate cause of the accident was structural problems in the management of flight operations. The analysis led investigators to believe that the aircraft, its components and its engines complied with the requirements set out in the maintenance plan and the approved operational specifications of the Dirección Nacional de Aeronavegabilidad (National Board of Aeronavigation).

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